Signaling and train-stopping apparatus



E. H. WHYTEHEAD.

sIGNALlNG AND TRAIN STOPPING APPARATUS.

- APPLICATION FILED IAN. 26, |918.

Maz@ se es A E. H. WHYTEHEAD. SIGNALING AND TRAIN STOPPING APPARATUS.

APPLICATION FILED IAN. 26, 1918.

Patented Dee. 21,1920.`

3 SHEETS-SHEET 2.

E. H1 WHYTEHEAD.

SIGNALING AND TRAIN STOPPING` APPARATUS.

"APPLICATION FILED JAN.26,1918.

1,363,070. Patented Deo. 21, 1920.

3 SHEETS-SHEET 3.

UNITED STATES ra'rsnr orifice.

ERIC HARTWIG WHYTEHEAD, OIE LEEDS, ENGLAND.

SIGNALING- AND TRAIN-STOPPILNG APPARATUS.

LDSSW).

Specification of Letters Patent. Patqgnt-.ed BQ@ 21, 1920.

Application filed January 2S, 1918. Serial No. 213,938.`

f train the state of track signals. It consists in improved construction and arrangement of parts as hereafter described, the object being to produce apparatus of the above kind which is simple and reliable in action, is cheaply installed and economical in regard to running costs, and which may alternatively or additionally be adapted to control in any known manner the supply of motive power to the engine or the brake mechanism of the train.

In the improved apparatus mechanical interaction with a track obstacle or accidental breakage and interference with the normal position of the contact-ramp device' results in the manipulation of a piston-valve or rotary valve (hereinafter referred to as the initiator) in a manner to reverse concurrently in a pair of double-acting cylinders, the direction of fluid pressure (which may be above or below atmospheric pressure and is hereinafter referred to as operating medium whose motive-power acts on a piston in each of the aforesaid cylinders, holding them normally in a non-operating position and wherein the conjoint movement into the operating position of the two individual pistons when initiated by the operation of the initiator is prevented by a movable catch or detent (hereinafter referred to as the selector in such a manner, that when one cylinder piston is'free'to move, the other cylinder piston is locked and vice-versa.

The relative position of the selector and the consequent selection for operation of one of the pistons is determined by the state of track-signals acting on the selector in any known mannerthrough the meoium of mechanical or electrical means and in such a way that a danger-signal will be given unless an auxiliary action, taking place concurrently, causes the selector to change its position, thus permitting the actuation of the line clear signal and at the same time preventing the operation of the danger signal.

`Each of the aforesaid pistons has a separate function, one piston (hereinafter referred to as line-clear indicating device being adapted to serve to actuate visible or audible train-signals indicating line-clear, the other piston (hereinafter referred to as danger-device actuator being arranged to actuate similar signals serving as danger indications. The latter piston may additionally or alternatively be adapted to actuate devices controlling the supply of motive power to the engine vor actuate devices controlling the brake mechanism of the train.

rillu-e arrangement of the whole apparatus is preferably such, that the selector normally per its the unrestrained operation of the danger-device actuator, that is to say, the actuation of the initiator will only result in the operation of the line-clear indicating device, if the selector is being conjointly constrained to unlock it, the action of the danger-device actuator being then simultaneously prevented.

A further feature of the apparatus is the automatic locking in its operated position of the initiator until `manually released and the separate locking in its operated position of the danger-device actuator,7 which latter can only be conditionally released. lfilhile thus, after completion of its performance, the automatic return to normal of the line-clear indicating device and of the signals actuated thereby is rendered possible by the release of the initiator from its oper-ated position, a similar return to normal of the danger-device actuator and corresponding cessation ofthe action of devices operated by the latter may be made dependent on the separate and prior actuation of known devices (hereinafter more fully referred to) serving to control the speed of the train. The advantages claimed from such arrangements are that while the actual control of the train is not being taken out of the hands of the train personnel, they are virtually compelled, in the case of a danger signal being received, to take such action as will reduce the speed of the train or stop the train. according to requirements, or accordingto whether a distant signal or a home signal is being passed at danger.`

Ifv it be desired to leave control in the track signals,'suchV as home or station sig-V nals, two sets of the improved apparatus may be fitted to each train, one for coperation with track obstacles associated with warning slgnals and adapted to reproduce on the train the state of such track signals Vas hereafter described, and the other in conjunction with track obstacles associated with stop signals and adapted to ydirectly operate Vupon the steam-regulator and the brake mechanism of the train, or, alternatively, upon the steam regulator only or the brake mechanism only.

In the arrangement described above each of theV cylinders constituting the pair of double-acting cylinders and pistons may be replaced'by Va set of cylinders with pistons, ybut it is not considered necessar"7 to illustrate suchY arrangement. Y f

The invention will be described with reference to the accompanying diagrammatic drawings in which Figure 1 is an elevation, partly in section, showing the general arrangement of a complete apparatus constructed according to the invention, and also a portion of a. rail track, a part ofa track obstacle, andl some electrical circuits.

Fig. 2 is a sectional elevation, to enlarged scale, of parts of the apparatus depicted in Fig. 1 andl represents a convenient form of train equipment arranged in accordance with the invention. and in which the operating medium may be steam, compressed air or liquid. at a pressure above atmospheric pressure. n Y

Fig. 3 is a sectional elevation of the initiator portion of' the train equipment in Fig, 2, modified to allow of a reduced fluid pressure or a iiuid pressure below that of the atmosphere being adopted as the operating medium of the whole apparatus.

, Figs. 4 and 5 are details ot a further modification in the initiator' portion of the train equipment and represent each a rotary valve device, respectively adapted for use in cases where the operating medium is ak fluid pressure above'or below atmospheric pressure.

Fig. 6 is a detail showing a modified arrangement ofthe selector device included in the apparatus illustrated in Fig. 1.

In the various figures the same parts are denoted by the same reference characters.

The apparatus, hereinafter' described, lends itself particularly to variations and modifications in construction and design,

obvious to thoseversed Vin the art, whichV while modifying or varying the form or modas opwamlz' of individual components, do not constitute a departure from the spirit and nature of the invention as,v p whole.

The engine carried contactrampV device may be of a compound character and may, as shown in the drawings, include a ramp member T for coperation with the initiator,`the said member being mounted on vertically sliding rod 13 whichV slides in guides 117, 1171, carried by a known track obstacle contact-device of the vertically sliding type and comprising a depending' contact-ramp V118, Fig. 1, moving against the action of a spring 205iV in a'. casing 205 carried by the Ylongitudinal frame member 119 Y and fitted on its lower extremity with a contact roller V200, which on encountering a stationaryV track-obstacle, preferably ofthe double-inclined-plane type, such as the rail D, ascends vertically against the action of the spring 204. The rod 13 is., according to this invention, supported on the axle 203 of the contact roller by means of the fork 132 formed 'on its'lower end, the fork being in no way secured to the roller. A track obstacle, a portion, of which is shown at D, is Y fixed in any desired position between the rails R of the permanent 4way at all places where it is desired to convey signals to the train. The ramp T is electrically insulated from the rod 13 by insulating material 12. Therod 13 being separately supported on the axle of the contact-roller, insures that an accidental detachment of the latter, or breakage of any part of` the contact ramp T, will cause the removal of' the ramp from the normally held position shownV in Figs.

1 and 2. Variations in the height of the ve- Y hicle under different loads do not interfere fwith the working of the apparatus, the

inclined plane and the vertical contacting plane of thek ramp T may be'so'proportioned thatl the vertical height of the inclined plane of the ramp T is the sameasthe minimum lift possible under the most adverse conditions of load.

The initiator A, as shown to Van enlarged scale in Fig. 2, is of the slide-valve or piston-valve type and consists of a cylindrical casing 60, containing two valve pistons 1G, 17 and a special piston head 18, all carried by the laterally movable piston Vrod 15. The piston rod is provided with a collar 16a for limiting the length of its stroke and with a tooth 16 (shown also in dotted lines in its operated position) which serves to lock the piston in that position by interaction with the spring-held catch 44 Vmovable on a fixed pivot 45.v This catch can be moved to itsreleasing position by manual depression of the knob 56 forming part of the spring-supported rod 37 moving vertically in guides 50, 52 and acting on the lever 4t2 which moves on the fixed pivot 43. This lever may be counterweighted, so as to wholly or partly replace theV action of a spring (not shown) which supports rod 37.

K The operating medium is admitted to the initiator A by Way of `conduct-pipe F (partly shown) through port 2. The pipe F has a branch 13 admitting pressure at the same time through port 14 on to the cup-shaped end of the piston head 18, thus tending to press back piston rod 15 to the eXtreme right.

47, 48, 49 are exhaust ports in the initiator casing. In the shown normal7 position of the initiator valve-pistons the fluid pressure is acting through port 3 by Way of connectinw-pipe 4 and port 5 on the tvvinpiston P1, F2 of the line-clear indicating device C1 and concurrently through port 6 in the cylinder Wall 61 on the piston P oi the danger-device actuator C. The other end of the tvvo cylinders communicates through ports 10 and 9 by Way of connecting-pipe 8 through port 7 in the initiatorl casing and exhaust port 47 with the atmosphere. A reversal of this non-operative condition takes place when the initiator piston rod is moved to the left by the lifting to its full extent of the ramp T and similarly, when the piston rod under the action of the fluid pressure on piston-head 18 is moved to the right to the full extent possible When in consequence of accidental breakage the ramp T is Withdrawn.

The necessary modification in the design of the initiator, when itis desired to substitute the action of a fluid pressure belowy atmospheric pressure as operating medium of the Whole apparatus, is shown diagrammatically in Fig. 3.

The cylindrical casing of this modified initiator A1, Fig. 3, contains the four valve pistons 83, 84, 85 and 86 carried by the piston rod 81 which is furnished with a collar 82 for limiting its outward travel and passes through the gland 94 and is provided With a tooth 97 (shown in dotted lines also in its operated position) serving to lock the piston in its operated position by inter-action with the spring held catch 95 movable on a iiXed pivot 96 and capable of being operated in the manner above described With reference to catch 44. The operating medium or vacuum acts through conduct-pipe F1 by Way of the branches 89, 98 communicating respectively with ports 90 and 91. The exhaust ports are denoted by 92 and 93. The modified initiator A1 is in action identical-With that shown in Fig. 2, the uid pressure acting in its normal position through port 88 by Way of coinmunicating-pipe 8 on to pistons P, P1, P2 respectively, While the other end of the cylinders novv communicates through ports 6 and 5 by way of connecting-pipe 4 and exhaust-port 92 with the atmosphere. In its operative position or Whenrthe ramp T is entirely removed through accidental breakage of the train-carried contact-device, the position of the valve-pistons is changed in such a manner as toireverse the non-operative conditions just described.

A .further modification of the initiator, showing, diagrammatically, construction of the rotary-valve-type, is represented in Figs. 4 and 5.

Fig. 4 represents the rotary valve in the operated position, the key-arm 110, carrying the Weight 111', having been raised through an angle of about 45 degrees, thereby correspondingly rotating the valve-key 105 in the valve casing 100 and thus connecting the fluid pressure inlet port 103 through key-channel 115 With exit-port 102, thereby admitting the operating medium (steam, compressed air or liquid under pressure) Yfrom conduct-pipe F2 through connecting pipe 8 to left hand side of the pistons P, P1, P2.

The engine-carried contact-lever suitable tor use with this modification as shown in Fig. 4, is represented by a rod 112 mounted with interposed insulating material 113 on the sliding rod 114 (partly shown) of the engine contact-device 118 carried by frame iember 119. Rod 114 'would be supported, similarly to rod 13', on the axle of the contact-roller 200, and is thus lifted vertically when the former rides up a track-obstacle. Accidental breakage ot the roller will thus also kcause the rod 112 to drop, removing its support from' the weighted valve-key arm 110 thus causing the latter `to assume a vertically depending position, when the valve-channels 115, 116 Will be in a position incidentally coinciding with that shown in Fig. 5.

Fig. 5 represents the normal position 'of the valve-key of the same rotary valve when vacuum is the operating medium oi? the Whole apparatus. In this modification of the design port F3 is connected to the fluid pressure conduit-pipe (not shown).

Variations in the height of the contactlever carrying vehicle due to different loads will not affect the Working of the rotaryvalve type initiator' by reasonoit the articular elongated form ot the ports 101, 102, 103, 104 in the valve casing, it the variations are Within the limits ot a vertical litt representing a rotation'ot the valve-key ol between 45 and 90 degrees.

This type oit initiator may be conveniently locked in its operated position by engagement of the spring-held catch 108, pivoted at 109, with nose 107 of the valve-key-carried quadrant 106 (Fig. 4).

The line-clear indicating deviceA C1 and the danger-device actuator C (referred to collectively as actuating devices) as shown in Fig. 2 'consist of a twin cylinder 62 having common cylinder heads 62a and 62b and being separated by the common cylinder Wall 61 and intercommunicating through ports 6 and 10.` This particular arrangement of thecylinders4 is, however, optional and immaterial to the working of the apparatus; they may be separated fro-mono another and occupy any position suitable to vmeet particular requirements.

. rlhe piston Pand twinpistons 131, P2 are Y -iixed on piston rods 19 and 19a respectively which latter are carried through the stufling boxes 58 and59 of the common cylinderhead 62b`and areV further positioned bythe guide plate 22, which latter also carries the pivot 23 on which a. counter-weighted selector S is movable. VThe counter-weight 28 of the selector S is so adjusted, that while lwith teeth 24V and 25 respectively which,

when inter-acting with the claws of the V-shaped selector head'26 and, depending on thefposition which the latter occupies Vat the time of the conjoined initiation of the movements of the pistons, will lock the one or the other of the actuating devices. Piston rod 19au is further provided with stops 20, 21 which serve to suitably limit its stroke.

The selector may be connected with or carry directly tell-tale indicators showing in a forcible manner its relative position occupied for the time being. One such device is represented in Fig. 2 by a twocolored plate V33 carried by the solenoid-core 57 and yshowing alternately one of its colors through window 34 in a stationary screen (not shown). The relative position of the selector S in the arrangement of apparatus shown, is controlled by its being mechanically connected with the solenoid-core 57 of the solenoid M. This latter maybe substituted by an electro-magnet of whose armature the selector forms part or to which it is mechanically connected. V

The solenoid or the electro-magnet may be energized when anv exteriorly situated switch orcircuit breaker operated by direct mechanical connection to the track signals or specialsignals or from signal cabins, permits of the completing of an electric circuit in the known manner at the time of the inter-action of the train-carried contactrlever with the track obstacle.

The source of electric energy `may be j train-carried generators, the electric current passing by way ofthe electrically insulated train-carried contact lever from a collecting shoe orroller tted to itslower extremity,

to the insulated stationary track obstacle, through suitable insulated wires tothe circuit breaker, returning from there through the railsl and the wheels and the frame of the vehicle. In that adaptation the electromagnet or the solenoid is Ypreferably actuated by a separate electric circuit deriving its energy from a commonor a special source and closed by a weak-current relay which latter is protected by a fusible conductor, or safety fuse, of such dimensioning that any strong electric current passingthrough itas a consequence vof accidental short circuiting, will blow the fuse while not preventing the passage of the normal operating current, which is of suitably low amperage byreason of the comparatively high resistance ofthe conduits leading to the circuit breaker (assured if necessary by the provision of separate resistance coils or the like, vsituated close to the circuit breaker).

The-electric energy may alternatively be vsupplied by exteriorly situated generators or existing trackcircuits, being conveyed to the vehicle and apparatus thereon in any known manner by special collecting shoes or the like i'tted on the vehicle'.

Suitable electrical installations are indie cated in Fig. 1 and comprise (1) an electric switch or circuit breaker V208, 209, attached to and directly operatedby the semaphore or other Ytrack signal whosefindications are to be reproduced on theengine, (2) an electrically insulated conductor (telegraph wire for instance) 206,214 (with or without a resistance 207 connecting the track obstacle D through the circuit breaker to the rails of the permanent way'or to earth, and (3) train carried sources of electric energy, including for instance storageV cells or batteries, B, B1, a. weak current-relay l/V-R with itsarmature 190 pivoted at 175 and protected by a low-tension fuse E, the circuit wires'178, 179, 180 and contacts 176 and 177, and the circuit wires 171, 172 and 173 to earth174.

- A change of position of the selector in conjunction with a change of state of the ordinary or special track signals, may alternatively be effected by direct mechanical connection of the selector to specially pro- Y vided, engine-carried contact leversl which interact with movable track ramps, the po-V sition 'of the latter being determined by the state, for the time being, of the ordinary or sliding rod which, on aV conjoined inter-ac tion with a movable signal-controlled track ramp taking place, will change theA position of the selector.` f 1 The line-clearindicating device G1 in Fig.

2 of the drawings as shown is actuating, when in its operated position, a small whistle W through the agency oi? the operating medium itself, port 11 oi the lower cylinder being then uncovered.

When a liquid under pressure is the operating medium of the whole apparatus, a similar whistle, having an independent operating medium, may be actuated by the movement of piston rod 19ZL by direct mechanical connection thereto in the manner similar to that indicated in Fig. 6 or any known manner.

Visible signals such as miniature semaphores, colored disks or the like may additionally or alternatively be actuated by the same line-clear indicating device.

The danger-device actuator C in Fig. 2 is shown as operating a valve V by direct mechanical connection to the piston rod 19 through bell crank lever link 30 mounted on the fixed pivot 31. The piston l), part of piston rod 19 and parts of the lever link 30 are shown in their operated position in dotted lines. r1`he operation of valve V admits steam to the engine whistle, its automatic sounding being the danger indication, but the whistle may alternatively be actuated by direct mechanical connection to its customary valve lever or in any known manner and further the device may additionally or alternatively actuate contrivances controlling the supply of motive torce to the engine or devices operating the brake mechanism of the train.

For purposes of more convenient attachment of such additional devices to the actuating piston rod, the latter may be carried through both ends of the cylinder.

1n the modified actuating devices partly shown in Fig. 6, the piston rod 150 passing through guide 152 and piston rod 151 passing through guide 153, respectively act through crank-connecting rods 157 and 156 on pivoted disks 159, 163. ln the case of the line-clear indicating device the pivoted disk 159, connected at 161 to connecting rod 157, is by the action of piston rod 150 rotated through an angle corresponding to the movement of the rod and is thus able, by means of the pin 170, the lever 165 on fixed pivot 166, and linkage 167, to actuate a valve 168 of a whistle W1 associated with the lineclear indicating signals. In the Acase of the danger-device actuator the crank-connecting-rod 158, pivotally connected at 162 to the disk 163, rotates directly the key of cock V1, thus permitting fluid pressure above or below atmospheric to operate danger signals or other devices in any known manner.

The selector S1 in that arrangement oi apparatus instead of locking the piston rods in the manner heretofore described, performs its duty by locking or liberating the movable disks 159, 163 respectively.

The arrangement shown in Fig. 2 for separately locking the danger-device actuator in its operated position consists of a pistonrod-carried tooth 29 (shown in its operated position by dotted lines) which engages in that position with the Spring-held catch 35 mounted on the fixed pivot 36, thus preventing the piston rod from returning to normal. The catch 35 cannot be released by the manual depression of knob 56 unless the horizontal lever-rod 55, sliding in guides 53, 54 constrains the tongue 47 carried by and pivoted on rod 37 to engage the lever-end of the catch 35. Rod 55 is shown as being mechanically connected to the lever L pivoted at,58 and correlated with the engineers valve or steam regulator (not shown) in such a manner, that the tongue 47 is only held in the operative position (that shown in :tull lines) when the lever of the engineers valve has previously been moved to the shut position which is that indicated in Fig. 1 and Fig. 2. The whistle actuated in the arrangement of apparatus shown cannot consequently be stopped from sounding until the steam supply to the engine has been manually shut off.

.The lever L pivoted at 58 may additionally or alternatively be correlated with a valve or device admitting air to the trainpipe or with other known means of actua-ting the brake mechanism of the train. Thus the whistle cannot be stopped from sounding until the brakes have been manually applied.

In the case where the danger device actuator itself operates upon the brake controlling devices of the train, the liberation of these devices and consequent cessation of their action may be made conditionalY upon the attainment of a predeterminable reduction of speed of the train, by connecting lever rod 55 to a train-carried speed controlled device of known construction in such a manner that tongue 41 is constrained to occupy its operative position only when the speed of the train has been reduced to the predetermined maximum.

Having thus fully described the nature of the said invention and the best means I know of carrying the same into practical effect, 1 claim:

1. In train carried apparatus of the kind herein referred to, a control device normally energized to assume an inoperative position, signal mechanism for indicating a clear track and a train controlling valve carried by the train for indicating danger and retarding the speed of the train, a track ramp, a track signal, means operated by said ramp to shift the control device to an operative. position, a plurality of actua-ting devices adapted to be operated in consequence of the movement of the control device to operative position and selector mechanism controlled by the track signal for permitting one of said actuating devices to operate the signal mechanism for indicating a clear track and locking the other actuating device in inoperative position, or for permitting said other actuating device to operate said train conmitting either of said actuating devices to` operate said signal indicating mechanism or said train controlling` valve, respectively, and means whereby the control device is caused to move to a second operative position on removalV of said ramp operated means from operative relation With said control device.

3. lntrain carried apparatus of the kind herein referred to, a control device energized vto assume an inoperative position, a track ramp, aV track signal, signal indicating mechanism and a train controlling valve carried by the train, means operated by the track ramp to shift the control device to an operative position, a plurality of actuating devices adapted to be set in motion consequent on the movement of the control device to the operative position, selector mechanism controlled by the track signal for permitting either of said actuating devices to operate said signal indicating mechanism or train controlling valve, respectively, automatically operating means for locking the control device in said operative position, and a manually operating device for releasing said locking means. Y

4. ln train carried apparatus of the kind herein referred to, a control device normally energized to assume an inoperative position,

signal indicating mechanism and la tra-in' controlling valve carried by the train, a track ramp, means operated by said ramp to shift the control device to Yan operative position, a plurality of actuating` devices ladapted to Vbe set in motion consequentV on the movement of the control device tov thev operative position, and selector mechanism for determining which of said actuating devices vvill impart movement to said signal mechanism or train controlling'valve for displaying signals or controlling the supply of motive fluid tothe locomotive through said train controlling valve, respectively.

5. In train carried apparatus of the kind herein referred to,

Vand an automatically the combination with mechanisms on the train for indicating the state of the track signals, of a pair of inter-connected double acting cylinders With pistons therein, the :pistons being operatively connected With said mechanisms and normally retained in inoperative positions, a device communicating with a motive fluid supply source and With the interior of one of fthe cylinders, said device adapted to conduct motive fluid continuously to one of the cylinders and including a valve casing and a valve constrained by the action of the fluid to assume normally an inoperative positi'on Within the casing, a track ramp, means operable by the track ramp for shifting the valve to an operative position thereby causing the direction of flow of the motive fluid within the cylinders to be reversed concurrently, and selector mechanism dependent for automatic operation on S the state of the track signals, said selector mechanism in normal position being adapted to permit the unrestrained operative movement of one of the pistons under the action of the motive fluid and to lock the other piston against such movement and yice versa, whereby one of the signal indi` cating mechanisms is operated and vthe other remains locked in inoperative position. 95

6. ln a train carried apparatus of the kind herein referred to, the combination with mechanism on the train for indicating the state of the track signals, of a pair of inter-connected double acting cylinders with pistons, the piston being operatively connected With the said mechanism and normally retained in inoperative positions, a pressure operating' device communicating with the interior of one of the cylinders,

'pressed ramp contact member, 4a contact roller and axle fitted to the extremity of the contact member, a vertically disposed 120 spindle having'at one end a fork supported on the roller axle, and a cam part carried by the other end of the spindle and adapted to bear operatively against said valve rod,

operated selector mechanism adapted in normal position to permit the unrestrained operative movement of one of the pistons under the action of the motive fluid and to lock the `other piston against such movement and vice'lSO versa, whereby one of the signal indicating mechanisms is operated andv another remains inoperative.

i'. in train carried apparatus ott the kind herein reierred to, the combination with mechanisms on the train for indicating the state oit the track signals, ot a pair of inter-connected double acting cylinders with pistons therein, the pistons being operatively connected with said mechanisms and normally retained in inoperative positions, a iiuid pressure operated device communicating with the interior o1c one of the cylinders, said device adapted to conduct motive fluid continuously to one of the cylinders and including' a valve casing and a valve constrained by the action ot the fluid to assume normally an inoperative position, a track ramp, means operable by the track ramp :tor shitting the valve to an operative position thereby causing the direction of the 'iiow of the motive fluid within the cylinders to be reversed concurrently, selector mechanism dependent for automatic operation on the state of the track signals, said selector mechanism being in normal position adapted to permit the unrestrained operative movement of one ot the pistons under the action of the motive fluid, and to lock the other piston against such movement and vice versa, whereby one 'of the signal indicating` mechanisms is operated and another remains inoperative, means for automatically locking` one ot the pistons in the operated position, and a device for r leasing said locking means.

8. In train carried apparatus of the kind herein referred to, the combination with mechanisms on the train for indicating the state oi the track signals, oi a pair ot interconnected double acting cylinders with pistons therein, the pistons being operatively connected with the said mechanisms and normally restrained in inoperative position, a fluid pressure operated device communieating with the interior of one oli' the cylinders, said device adapted to conduct motive fluid continuously to one ot the cylinders and including a valve casing and a valve constrained by the action ot the fluid to assume normally an inoperative position within the casing, a track ramp, means operable by the ramp for shitting the valve to an operative position, thereby causing the direction ot tlow ot the motive iiuid within the cylinders to be reversed concurrently, selector mechanism automatically operated and dependent for operation on the state ot the track signals, said selector mechanism being in normal position adapted to permit the unrestrained operative movement oi' one ot the pistons under the action of the motive fluid, and to lock the other piston against such movement and vice versa, whereby one of the signal indicating mechanisms is operated and another remains inoperative, means for automatically locking one of the pistons in the operated position and a device for releasing said locking means, means for controlling the actuating iuid of the engine, the operations ot said releasing device being dependent on the prior operation of said liuid controlling means.

9. In train carried apparatus of the kind herein referred to, a control device operated by fluid pressure to normally assume an inoperative position, a track ramp, signal operating mechanism connected to said controlling device, means operated by said ramp to shift the control device to an opeative position for actuating said signal operating mechanism to display a signal on the train, said means being normally disposed adjacent to said control device to limit the movement thereof in response Ato said fluid pressure whereby the removal of said means permits said control device to assume a second operative position for actuating the signal operating mechanism in like manner.

l0. In train carried apparatus of the kind herein referred to, signal operatin mechanism carried by the train, a contro device for said mechanism normally in inoperative position, a selector device normally preventing the actuation of said mechanism to danger position, a track signal, electromagnetic means for operating said selector device, a switch adapted to be operated by said track signal, a circuit including said switch and a relay, a second circuit including said electro-magnetic means controlled by said relay, whereby said electro-magnetic means is energized according to the position of said track signal to operate the selector device and permit the actuation of said signal operating mechanism and a track ramp for moving the control device to operative position.

ll. In train carried apparatus of the kind herein referred to, a control device normally energized to assume an inoperative position, signal indicating mechanism and a train controlling valve carried by the train, a track ramp, a track signal, means operated by said ramp to shift the control device to an operative position, an actuating device for operating said signal indicating mechanism, an actuating device adapted to operate said train controlling valve, both ot said actuating devices being energized simultaneously jfrom said control device and selector mechanism controlled by the track signal for permitting one ot said actuatin devices to operate while the other is locke in inoperative position.

12. In train carried apparatus of the kind herein referred to, 'a control device normally energized to assume an inopera- 1:ive"positio1fi,1y signal indiedtiiig'4A mechanism-y and aJr train contiolling valve carried bythe trai-ii, means fory operating' said control device to moveeihewsame to operative-position,

an actuating devioe'for said signal indicatv mg mechanism, anvaictuating device for the train controlliiigvalve, both-of saidaet-uating devices being rendered operativevby the shifting of said control device to operative l0 position andvseleotor mechanism for permitnameto this specification in'the presence-0f 15 two subscribing Witnesses` ER'IC HARTWIG WHYTEHEAD.

Witnesses: Y

C. Si, HOPKINS, WALTER J; SKERTEN. 

